Did you know those iconic signature chimes weren't always part of the plan? Or that the heat in the tunnels has nothing to do with the weather outside? Oh, and let's not forget about the robotic dog that roams the stations after dark — yes, that's an actual thing.
So, if you thought your daily commute was just a boring routine, think again! These bizarre Montreal Metro facts are about to change the way you see your ride forever.
The signature chimes weren’t always part of the plan
Montreal's metro is known for its three-note sound, affectionately known as the "Dou-Dou-Dou." It originated from a circuit chopper installed on the motor control equipment on the MR-73 cars when they entered service in 1976. The device took the powerful direct current and applied power to the wheels in stages to protect the equipment from power surges and overheating.
The new Azur Metro cars introduced in 2012 didn't have this device, so they didn't make this sound naturally. But the metro wouldn't feel right without it, so to keep the "Dou-Dou-Dou" alive, it was chosen as the door-closing chime for the new trains and is here to stay as the STM's signature sound.
The heat in the tunnels has nothing to do with the weather
This may come as a surprise, but all of Montreal's Metro stations have no heating. So why does it get so hot down there? The friction of the tires and brakes generates a lot of heat, and stations with less ventilation heat up more than others.
When French engineers designed the MR-63 cars, they equipped them with heavy-duty heaters to keep riders warm during Montreal's cold winters. However, due to poor ventilation, the Metro was often too hot.
In July 1967, one of the Metro drivers crashed his train into the end of the Yellow Line's tunnel after fainting from the heat. This led to ventilation fan upgrades and air conditioning added to the operator cabs. Another way to reduce heat was then added, the circuit chopper mentioned earlier, which makes the "Dou-Dou-Dou."
The codes all have secret meanings
Every day, Metro riders can hear "Code soixante sur la ligne Orange," but what does it mean? According to Montreal Compass, codes from 60 to 62 are requests for employees to work overtime today, tomorrow, or on the weekend.
Stations on the Green Line are referred to with 100-level codes; the Orange Line is 200, the Yellow Line is 400, and the Blue Line is 500.
The 900s are all emergency codes intended for STM personnel, so there is no need to panic if you hear one. A public announcement will follow if it pertains to public safety.
The emergency codes are as follows, per Montreal Compass:
901: Police intervention
902: Intrusion in the tunnel
903: Bomb threat
904: Suicide attempt
905: Fire
906: Power failure
907: Hazardous materials
908: Flooding
909: Dynamiting
910: Structural damages
911: Collision/Derailment
912: Clientele’s panic
913: Medical assistance required
Montreal's metro was the first of its kind in North America
An MP 59 at Bastille station in Paris in 1964.
In the 1950s, Paris began converting its Métro from steel rails to pneumatic rubber tires, introducing the MP 55 car in 1956. The new system was a huge success, and in 1963, Montreal's executive committee chairman Lucien Saulnier brought Mayor Jean Drapeau to Paris to see the new MP 59 car in action to convince him that his monorail idea was silly.
Drapeau saw just how fast rubber-tired trains accelerated and how they could climb steeper slopes.
It's a good thing we didn't get stuck with a monorail as a main mode of transit in Montreal's winters!
Despite being automated, the metro cars still have human drivers
Montreal's metro operators don't just sit back. With the press of a button, they close the doors, and the train gets moving to the three tones and whooshing tires.
But when you feel a burst of speed or the metro slows down suddenly, it's not the driver's fault. It's from track segments signalling the train to speed up or put on the brakes.
The operators keep the trains arriving on time and are trained to keep everyone safe in an emergency. The level of automation is based on how many functions need an engineer or attendant or are hands-free, and while not as highly automated as the REM, it was still ahead of its time.
Certain train cars are used as gigantic vacuums.
A modified MR63 vacuum car sitting in an STM hangar.
If you've ever wondered why Montreal's Metro rails look so spotless compared to some other cities, it's all thanks to a beastly cleaning machine that most of us never even get to see.
Picture this: two powerful train cars sandwiching a massive vacuum cleaner that has the power of 1,500 household vacuums combined. This super-sucker chugs along the tunnels, gobbling up dust and debris to keep everything running smoothly and ensure a cleaner ride for everyone.
It's like the Metro's very own Roomba — but way bigger, way stronger, and absolutely crucial for keeping the system safe and efficient.
A robotic dog roams STM stations at night
Montreal's Metro might not be where you'd expect to see a robot dog, but here we are.
The STM teamed up with Osedea and Boston Dynamics to test "Spot," the four-legged tech wonder, for automated station inspections. Over two months, Spot roamed Bonaventure station overnight, capturing 360-degree images and checking for infrastructure issues, like busted lights and graffiti.
The STM used the data to spot trends and optimize cleaning schedules, and while it sounds a bit sci-fi, STM workers aren't about to be replaced. Spot covered 86% of the station with 70% accuracy—good, but not perfect. A single unit costs about $101,000, so it's unlikely you'll see them checking fares and scanning for tags again soon.
